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EP3262321B1 - Véhicule équipé d'une boîte de vitesses automatique et d'un élément de sélection à actionnement manuel - Google Patents

Véhicule équipé d'une boîte de vitesses automatique et d'un élément de sélection à actionnement manuel Download PDF

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Publication number
EP3262321B1
EP3262321B1 EP16701498.4A EP16701498A EP3262321B1 EP 3262321 B1 EP3262321 B1 EP 3262321B1 EP 16701498 A EP16701498 A EP 16701498A EP 3262321 B1 EP3262321 B1 EP 3262321B1
Authority
EP
European Patent Office
Prior art keywords
vehicle
selector element
operating mode
highly automated
automatic transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP16701498.4A
Other languages
German (de)
English (en)
Other versions
EP3262321A1 (fr
Inventor
Christopher Rölle
Gunnar Franz
Lenja Sorokin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP3262321A1 publication Critical patent/EP3262321A1/fr
Application granted granted Critical
Publication of EP3262321B1 publication Critical patent/EP3262321B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/0204—Selector apparatus for automatic transmissions with means for range selection and manual shifting, e.g. range selector with tiptronic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/0217—Selector apparatus with electric switches or sensors not for gear or range selection, e.g. for controlling auxiliary devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/08—Range selector apparatus
    • F16H59/10—Range selector apparatus comprising levers
    • F16H59/105—Range selector apparatus comprising levers consisting of electrical switches or sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H2059/0221—Selector apparatus for selecting modes, e.g. sport, normal, economy
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H2059/0239—Up- and down-shift or range or mode selection by repeated movement

Definitions

  • the present invention relates to a vehicle according to the preamble of claim 1.
  • Such a vehicle is from the DE 10 2013 216 367 A1 known.
  • the technical background of the invention includes DE 10 2010 029 184 A1 , DE 10 2007 029 594 A1 , DE 10 2006 028 045 A1 , DE 10 2012 207 644 A1 , DE 10 2013 008 605 A1 , WO 2013/034347 A2 , WO 2014/029492 A1 , WO 2013/034 347 A2 , WO2015 / 024708 A1 and the WO 2014/029 492 A1 .
  • BMW brand vehicles with automatic transmission have a selector lever located in the area of the center console.
  • the individual operating modes of the automatic transmission driving backwards, neutral, driving forward
  • a first shift gate By "swiveling to the left” the selector lever can be switched to a sport mode by turning the individual gears up to higher speeds and the driver by swiveling the selector lever forwards or backwards (against the direction of travel) in the gearbox "manually" can shift to a lower gear or a higher gear.
  • the object of the invention is to create a vehicle with an automatic transmission and a selector lever which, compared to known selector levers, has an expanded or modified functionality.
  • the starting point of the invention is a vehicle with an automatic transmission and a manually operable selection element which is provided for selecting a group of operating modes of the automatic transmission.
  • Select is to be understood here in the sense of “control”, i.e. the selector lever is not mechanically connected to the automatic transmission, but only electrically connected to a transmission control unit which controls individual actuators that are provided for shifting individual transmission gears.
  • the essence of the invention is that the selection element is additionally provided to switch the vehicle from an operating mode “non-highly automated driving” to an operating mode “highly automated driving”, or vice versa.
  • “Manual driving” is driving as we know it today.
  • the driver operates the vehicle with regard to its longitudinal and lateral guidance, as well as with regard to other functions. Even if the longitudinal and lateral guidance can be supported or partially taken over by driver assistance systems, the driver remains responsible for the system and is responsible for monitoring all essential control functions. The important point here is the legal responsibility for the safe driving of the vehicle, which still remains with the driver, despite all the assistance systems.
  • the "highly automated driving” operating mode is characterized by the fact that the driver does not have to continuously monitor the driving task at least for a defined period of time and in defined situations (in contrast to driving with the driver assistance functions available today). However, the driver must be able to take over the driving task again in an "appropriate” time.
  • the operating mode “highly automated driving” is differentiated from the operating mode “non-automated driving” in that the vehicle in the operating mode “highly automated driving” drives a route entered via a navigation system fully automatically, the vehicle accelerating and braking via an electronic control device and is steered automatically.
  • the above-mentioned “group of operating modes” includes the operating modes “driving”, “neutral” and “reversing”.
  • the said modes are characterized by the following features, namely the “driving” operating mode, in which individual gears of the automatic transmission are switched controlled by transmission control electronics, the "neutral” operating mode, in which a frictional connection between an input and an output of the automatic transmission, that is, between an input shaft and an output shaft of the automatic transmission, is interrupted, and the "reverse drive” operating mode, in which the automatic transmission is switched into a reverse gear.
  • the selector element has at least one first position or at least one first state which is assigned to the "non-highly automated driving" operating mode.
  • the selector element has at least one second position or at least one second state that is assigned to the highly automated method operating mode, the at least one first position assigned to the non-highly automated method operating mode being different from the at least one the second position assigned to the operating mode of the highly automated process.
  • the at least one first position and the at least one second position can mean stable mechanical positions that differ from one another. However, this does not necessarily have to be the case. It is also conceivable that the at least one first position is a monostable position such that the selection element automatically moves back into the at least one first position after being deflected by hand from the first position into the second position.
  • the vehicle when the selector element is in the at least one first position or the at least one first state, the vehicle is in the "non-highly automated process" operating state and the automatic transmission is in the "driving" or “neutral” operating mode.
  • the invention provides that the automatic transmission can be switched from the at least one first position of the selector element by deflecting the selector element in the direction of a first actuation gate between the operating modes driving, neutral or reversing .
  • the first actuation lane can, for example, run parallel to a longitudinal direction of the vehicle.
  • the at least one first position is a monostable position
  • the operating lane can be switched to the neutral state from the driving operating mode by pivoting the selector element in a first direction.
  • the automatic transmission from the at least one first position assigned to the operating mode of non-highly automated driving, by deflecting the selector element in a (swivel) direction transverse to the first actuating lane, into the at least one position assigned to the highly automated driving operating mode second position is switchable.
  • the automatic transmission can be switched between the driving, neutral or reverse operating modes by pivoting the selector element forwards or backwards and into the operating mode by swiveling the selector element to the right in the transverse direction of the vehicle or to the left in the transverse direction of the vehicle highly automated driving are switched.
  • the selection element according to the invention can be arranged in the area of a center console of the vehicle. However, this does not necessarily have to be the case. In principle, it would also be conceivable for the selector element to be arranged in a manner comparable to a turn signal lever or a "windshield wiper lever" to protrude laterally from the steering column.
  • the selection element can be moved out of the at least one second position in the direction of a second actuating lane.
  • the second actuation alley can run parallel to the first actuation alley (e.g. parallel to the longitudinal direction of the vehicle).
  • predetermined functions of the vehicle operating mode of highly automated driving can be selected by moving the selection element in the second actuation gate. For example, by moving (for example pivoting) the selection element in the second Actuating lane the driver gives a signal to an electronic control device that an overtaking maneuver is to be initiated.
  • the automatic transmission can be switched from the at least one first position into a third position or into a third state by deflecting the selector element in a direction transverse to the first actuation gate. Furthermore, it can be provided that the automatic transmission can be switched from a current gear to a next higher gear or to a next lower gear by moving the selector element out of the third position or the third state in a third actuation alley of the selector element parallel to the first actuation alley.
  • This vehicle operating mode can be designed as a sport mode in that the automatic transmission can be upshifted or downshifted "manually", i.e. by actuating or pivoting the selector element in the third actuation gate.
  • the selector element is a completely monostable selector element, it can be provided that the at least one first position corresponds to the at least one second position and possibly at least one third position and that the first actuation alley and the second actuation alley or the any existing third actuation alley are identical.
  • Fig. 1 shows a “shift gate diagram” of a vehicle with an automatic transmission, the vehicle being optionally operable in an operating mode “non-highly automated driving” or “highly automated driving”.
  • An operating element e.g. a button
  • the selector element can be provided on the selector element, the actuation of which can switch the automatic transmission into a parked state (P).
  • the parking state can be entered into an assigned parking position P by moving the selector element.
  • the first shift gate 2 can, for example, be parallel to a longitudinal direction of the vehicle.
  • the selector lever 1 has at least two stable positions, namely at least one stable position in the first actuation gate 2 and a second stable position, which is assigned to the vehicle operating mode highly automated driving HAF.
  • the selector lever can be actuated in a second actuating gate 4.
  • the second actuation alley 4 parallel to the first actuation alley 2, that is, parallel to a vehicle longitudinal direction. Provision can be made for predefined functions of the vehicle operating mode to be selected in a highly automated process by moving the selection element 1 in the second actuation alley, ie by pivoting the actuating element 1 forward or back in the second actuation alley. For example, it can be provided that by pivoting the selector element 1 forward in the second actuation gate 4, a signal it can be given that the driver wishes to overtake, which is then to be carried out fully automatically by control electronics.
  • a selection element 1 is shown schematically, which is designed completely monostable. That is, after each deflection of the selector element 1, it automatically returns to its in Fig. 2 shown "rest position" back.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Transportation (AREA)
  • Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)
  • Control Of Transmission Device (AREA)

Claims (10)

  1. Véhicule, comprenant
    - une transmission automatique et
    - un élément de sélection à commande manuelle (1) qui est prévu pour sélectionner un groupe de modes de fonctionnement (P, R, N, D) du mode automatique, l'élément de sélection (1) comportant au moins une première position qui est associée à un mode de fonctionnement de véhicule conduite non-hautement automatisée, la transmission automatique pouvant être commutée entre des modes de fonctionnement conduite, neutre ou marche arrière à partir de l'au moins une première position par déviation de l'élément de sélection (1) en direction d'une première voie d'actionnement parallèle à une direction longitudinale du véhicule,
    et l'élément de sélection (1) comportant au moins une deuxième position, l'au moins une première position étant différente de l'au moins une deuxième position, caractérisé en ce que
    l'élément de sélection (1) est un élément de sélection destiné à faire passer le véhicule du mode de fonctionnement de véhicule conduite non-hautement automatisée dans un mode de fonctionnement de véhicule conduite hautement automatisée dans lequel le véhicule parcourt de manière entièrement automatique un itinéraire entré par le biais d'un système de navigation, le véhicule accélérant et freinant automatiquement par le biais d'un dispositif de régulation électronique et étant dirigé de manière automatique et le conducteur n'ayant pas besoin de surveiller en permanence la tâche de conduite au moins pendant un intervalle de temps défini et dans des situations spécifiées,
    ou inversement,
    l'au moins une deuxième position étant associée au mode de fonctionnement de véhicule conduite hautement automatisée, l'élément de sélection (1) étant disposé de manière à pouvoir pivoter dans une direction transversale du véhicule, la commutation du mode de fonctionnement de véhicule conduite non hautement automatisée dans le mode de fonctionnement de véhicule conduite hautement automatisée pouvant être effectuée par pivotement de l'élément de sélection (1) dans la direction transversale du véhicule.
  2. Véhicule selon la revendication 1, caractérisé en ce que le groupe de modes de fonctionnement comprend
    - le mode de fonctionnement conduite dans lequel des rapports individuels de la transmission automatique sont commutés de manière commandée par l'électronique de commande de transmission,
    - le mode de fonctionnement neutre dans lequel une liaison en force entre une entrée et une sortie de la transmission automatique est interrompue, et
    - le mode de fonctionnement marche arrière dans lequel la transmission automatique est commutée en marche arrière.
  3. Véhicule selon la revendication 1 ou 2, caractérisé en ce que l'au moins une première position est une position monostable de sorte que l'élément de sélection revient automatiquement dans l'au moins une première position après avoir été dévié à la main dans l'au moins une deuxième position.
  4. Véhicule selon l'une des revendications 1 à 3, caractérisé en ce que l'au moins une première position et la deuxième position sont chacune des positions stables dans lesquelles l'élément de sélection peut rester sans être actionné.
  5. Véhicule selon l'une des revendications 1 à 4, caractérisé en ce que l'élément de sélection est disposé au niveau d'une console centrale du véhicule.
  6. Véhicule selon l'une des revendications 1 à 5, caractérisé en ce que l'élément de sélection (1) peut être déplacé de l'au moins une deuxième position en direction d'une deuxième voie d'actionnement (4) parallèle à la première voie d'actionnement (2).
  7. Véhicule selon la revendication 6, caractérisé en ce que des fonctions spécifiées du mode de fonctionnement de véhicule conduite hautement automatisée peuvent être sélectionnées par déplacement de l'élément de sélection (1) dans la deuxième voie d'actionnement (4).
  8. Véhicule selon la revendication 7, caractérisé en ce qu'un signal de déclenchement d'un processus de dépassement peut être généré par déplacement de l'élément de sélection (1) dans la deuxième voie d'actionnement.
  9. Véhicule selon l'une des revendications précédentes, caractérisé en ce que la transmission automatique peut être commutée de l'au moins une première position dans une troisième position par déviation de l'élément de sélection (1) dans une direction transversale à la première voie d'actionnement (2).
  10. Véhicule selon la revendication 9, caractérisé en ce que la transmission automatique peut être commutée d'un rapport actuel à un rapport immédiatement supérieur ou à un rapport immédiatement inférieur par sortie de l'élément de sélection de la troisième position dans une troisième voie d'actionnement parallèle à la première voie d'actionnement (2).
EP16701498.4A 2015-02-26 2016-01-26 Véhicule équipé d'une boîte de vitesses automatique et d'un élément de sélection à actionnement manuel Active EP3262321B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015203409.7A DE102015203409B4 (de) 2015-02-26 2015-02-26 Fahrzeug mit einem Automatikgetriebe und einem von Hand betätigbaren Wählelement
PCT/EP2016/051482 WO2016134899A1 (fr) 2015-02-26 2016-01-26 Véhicule équipé d'une boîte de vitesses automatique et d'un élément de sélection à actionnement manuel

Publications (2)

Publication Number Publication Date
EP3262321A1 EP3262321A1 (fr) 2018-01-03
EP3262321B1 true EP3262321B1 (fr) 2021-06-02

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EP16701498.4A Active EP3262321B1 (fr) 2015-02-26 2016-01-26 Véhicule équipé d'une boîte de vitesses automatique et d'un élément de sélection à actionnement manuel

Country Status (5)

Country Link
US (1) US20170335949A1 (fr)
EP (1) EP3262321B1 (fr)
CN (1) CN107002862B (fr)
DE (1) DE102015203409B4 (fr)
WO (1) WO2016134899A1 (fr)

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JP6394663B2 (ja) * 2016-09-07 2018-09-26 トヨタ自動車株式会社 車両の走行制御装置
CN109296743B (zh) * 2018-12-10 2021-02-02 安徽江淮汽车集团股份有限公司 线控换挡装置的控制方法
JP7415320B2 (ja) * 2018-12-21 2024-01-17 住友ゴム工業株式会社 親水性基材及び親水性基材作製方法
DE102019111272A1 (de) * 2019-05-02 2020-11-05 Audi Ag Betätigungsvorrichtung zur Anwahl eines Fahrzeug-Betriebsmodus
JP7748186B2 (ja) * 2021-02-26 2025-10-02 株式会社Subaru 車両
CN119163747A (zh) * 2024-09-30 2024-12-20 长城汽车股份有限公司 车辆档位控制方法、装置和车辆

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Also Published As

Publication number Publication date
EP3262321A1 (fr) 2018-01-03
WO2016134899A1 (fr) 2016-09-01
CN107002862A (zh) 2017-08-01
CN107002862B (zh) 2019-03-29
DE102015203409A1 (de) 2016-09-01
US20170335949A1 (en) 2017-11-23
DE102015203409B4 (de) 2021-11-04

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